Engine Immobilisers, How Effective Are They PDF

ENGINE IMMOBILISERS: HOW EFFECTIVE ARE THEY?
Robert Potter and Paul Thomas1,
During the last decade, upward trends in motor vehicle theft across the world have led to
significant advances in vehicle security. Features such as alarms, superior locks and complex
vehicle identification systems that are difficult to reproduce are now common Original Equipment
Manufacturer (OEM) products in new vehicles. In addition to these and other security features is
the development of the engine immobiliser.
An engine immobiliser is an electronic device that acts to isolate the ignition system, the fuel
system, the starter engine, or a combination of these three systems. As most new vehicles
control these systems via the engine management system, immobilisers on newer vehicles tend
to interface with this component. The immobiliser will not allow the vehicle to be started without
first receiving the correct signal from the person starting the vehicle. This signal can be
communicated to the immobiliser unit in a number of ways:
1. Transponder - an electronic proximity device that converts electronically coded signals into
radio signals. Requires no action by owner to set or unset. Usually built in to original keys.
2. Remote key - usually a hand-held device which, when activated, transmits a radio or infra-
red frequency to control the immobiliser.
3. Electronic key - a coded key, which enables the engine to start.
4. Coded keypad - requires a code or PIN to be entered to disable the immobiliser.
5. Key switch - a switching method to disable the immobiliser.
The transponder system is favoured by manufacturers of the newer immobilisers and is generally
perceived to be the most impervious to theft.
Prior to 1992, the only immobilised vehicles in the Australian fleet were a limited number of
imports, or those fitted with an after-market system. In 1992 Ford and Holden introduced the first
OEM immobilisers on their biggest selling models and since that time many advances in the
technology have taken place, leading up to the encrypted transponder systems that are seen in
present models. In 1999 the National Motor Vehicle Theft Reduction Council (NMVTRC) worked
with the Federal Office of Road Safety and vehicle manufacturers to fast track an Australian
Standard for immobilisers. From July 2001 it has become compulsory for all new vehicles to be
fitted with an immobiliser that meets the new Australian Design Requirements (AS/NZS
4601:1999).
1
Robert Potter is Senior Research Officer with the National Comprehensive Auto-theft Research System (CARS) and
Paul Thomas is the projects Director. The National CARS Project is based within the South Australian Office of Crime
Statistics but is a fully funded initiative of the National Motor Vehicle Theft Reduction Council.
Engine Immobilisers: How Effective Are They? 1

As a consequence of rising vehicle theft numbers prior to 1997 the Western Australian
government introduced a subsidy scheme during 1997 to persuade vehicle owners to install
engine immobilisers. This scheme was reasonably successful encouraging many vehicle owners
to install an immobiliser. By 1999 however, the take-up rate of this voluntary scheme was
declining and the government decided to make the scheme compulsory in order to speed up the
rate at which the fleet was becoming protected. As such, in 1999 legislative amendments were
passed in Western Australia, which forced the installation of an immobiliser on any new
passenger vehicle registered, or any secondhand vehicles when transferred to a new owner.
Light commercials were also required to be immobilised upon a change of ownership.
While engine immobilisers have undergone extensive electrical, mechanical and other
engineering tests there is little publicly available data regarding the effectiveness of these devices
in the real world. Furthermore, community surveys reveal that the general motoring public place
high levels of confidence in engine immobilisers. For example, in a survey conducted by the
NMVTRC in 1999 seventy-seven percent of the sample questioned stated that they believed
engine immobilisers were very effective in preventing vehicle theft and 56% supported them
being made compulsory for all vehicles.
Is this high level of confidence justified? How well do immobilisers perform in the real world, away
from the engineers controlled environment? Are all immobilisers equally effective in preventing
theft? This paper addresses these questions through comprehensive field study of OEM
immobilisers within the Australian vehicle fleet.
Theft data and registration data from across Australia was used to evaluate the functionality of
immobilisers and compare the different types of systems used by manufacturers. The systems
analysed in this study have been categorised according to the following list developed by NRMA
Insurance.
1. Encrypted The immobilisers given this rating are all transponder systems with an
encrypted code that is highly resistant to cloning.
2. Encrypted Radio Remote These systems are immobilisers with encrypted codes, but also
have a radio remote keyless entry or alarm system.
3. Encrypted Timed Override Transponder systems that will deactivate after an
unsuccessful attempt to start (usually between 30 & 120 minutes).
4. Encrypted Radio Remote Timed Override Very common in post 1992 Holdens. The
immobiliser is controlled by an encrypted radio remote signal, and there is a timed override.
5. Read Only Usually transponder systems that are read only and therefore, susceptible to
cloning.
6. Read Only Radio Remote A transponder immobiliser (read only) and an alarm system
controlled by a radio remote.
7. Radio Remote Immobiliser system controlled by radio remote. Can be passive arming or
active set.
8. Radio Remote Timed Override Only the Holden Apollo (1995 onwards) and the Subaru
Impreza WRX 1999 onwards have this system. Both are passive arming systems
deactivated by a radio remote. The Impreza has 6 cutout points in the engine management
and fuel systems.
9. Radio Remote Active Set Many of the Porsches manufactured after 1989 have systems
that only become active when the door is locked. The systems are deactivated by radio
remote.

10. Ignition Dependent During 1997 the Falcons, Fairlanes and LTDs had the timed override
taken off the immobiliser system leaving a unit that was simply ignition dependent.
11. Timed Override Ignition Dependent Falcons, Fairlanes and LTDs manufactured between
1992 and 1997 have this system which requires the key inserted in the ignition to deactivate
the immobiliser. The system will also deactivate a fixed time interval after an unsuccessful
attempt to start.
12. Active Set Systems that require some action from the user to be activated.
13. Passive Arming PIN to Unset Systems that arm automatically but require the user to
input a personal identification number to deactivate the system.
Of the above systems the following were classified as meeting Australian Standards (AS/NZS
4601:1999):
Encrypted
Read Only
Radio Remote
Encrypted Radio Remote
Read Only Radio Remote
The rest were classified as immobilised, but not to Australian Standards.
The following paper evaluates these systems in terms of their ability to prevent theft. This is done
using police data from all states and territories of Australia for the calendar year 2000, and a
snapshot of registration data from all states and territories taken at 31/12/2000. Western Australia
is treated separately due to the introduction of the voluntary immobiliser scheme in 1997 and the
subsequent compulsory immobiliser scheme that commenced in July 1999. Analyses have been
performed on both the entire passenger/light commercial fleet as well as those manufactured
after 1991 as this controls, to some degree, the influence that the age of vehicles has on theft
rates.
Vehicles were only assumed to have an immobiliser fitted if manufacturers listed it as standard
equipment (OEM). If an immobiliser system was listed as optional then it was assumed that the
vehicle did not have one. The analysis also does not account for any immobiliser that may have
been fitted after market.
The next section of this report presents an overview of the finding between non-immobilised and
immobilised vehicles as well as between the different categories of immobilised vehicles.
Sections 2 8 then profile a number of the different categories of immobiliser systems in further
detail. Finally, section 9 looks at the theft patterns in Western Australia where government
initiatives have resulted in a significantly higher proportion of the vehicle fleet are fitted with
engine immobilisers.

Section 1: Overview
During the calendar year of 2000 a total of 116,906 passenger/light commercial vehicle thefts
were recorded throughout Australia (excluding Western Australia). Of these, a total of 106,620
(91.2%) had no immobiliser fitted, 5,749 (4.9%) had an immobiliser that did not meet Australian
Standards, and 4,537 (3.9%) had an Australian Standard immobiliser fitted as OEM. In order to
control for the popularity of certain models of vehicles, which would bias the sample, the number
of recorded thefts of each model, have been converted to a rate per 10,000 registrations.
Table 1 shows theft rates of vehicles by immobiliser presence for all passenger vehicles and
passenger vehicles manufactured after 1991. The table shows clearly that vehicles fitted with
Australian Standard Immobilisers as OEM were stolen at a significantly lower rate (29.1 thefts per
10,000 registrations) than vehicles with no immobilisers fitted (140.1). These Australian Standard
immobilisers also recorded significantly lower theft rates than vehicles fitted with immobilisers that
did not meet current Australian Standards (55.5).
It is reasonable to assume that the age of a vehicle may be a significant factor in its theft risk, for
example, older vehicles may be more likely than newer vehicles to be stolen for parts. That being
the case, engine immobilisers are a relatively recent introduction and are more likely to be found
on younger vehicles. Therefore, the lower theft rate reported in Table 2 might simply be an artifact
of the age of the vehicle. To attempt to control for the age factor the theft rate of only post 1991
vehicles was compared (see Table 2) and although slightly diminished, a significantly lower theft
rate was again recorded for AS immobilisers (29.0) compared to both non-immobilised (52.8) and
immobilised vehicles that did not reach Australian Standards (47.8).
Recovery rates suggest that professional theft is higher for vehicles with immobilisers than for
vehicles without immobilisers. If it is assumed that any vehicle not recovered was a professional
theft (which may not always be the case) then clearly there was a higher percentage of
professional thefts for immobilised vehicles when looking at all years of manufacture
(z=42.4,p<.001). A similar, though less acute, pattern emerged when thefts of vehicles
manufactured after 1991 were examined. While recovery rates were all in the 60% - 70% region,
vehicles with an immobiliser (both Australian Standard and not Australian Standard) showed
significantly lower recovery rates than those with no immobiliser (z=7.5,p<.001). Rather than
suggesting that professional thieves prefer vehicles with immobilisers, it is likely that this result
indicates only that joyriders are probably less able to steal vehicles with immobilisers.
Table 1 also shows that amongst post 1991 vehicles, those with immobilisers that do not meet
Australian Standards have significantly lower recovery rates than those that do meet Australian
Standards (AS) (z=2.4,p<.05). While the difference is not large it does suggest more professional
activity with the models that have non-AS immobilisers fitted as OEM. As the newer models tend
to have AS immobilisers and the slightly older models have non-AS immobilisers it is possible
that there is a larger market for used parts for these vehicles due to the larger number of them on
the road and their slightly older condition. Hence there may be more of them stolen and broken
up for parts. There is probably also a larger demand for rebirthed vehicles of this type, as they are
more affordable for the average family also making professional theft more likely.

Table 1 Passenger vehicles stolen and recovered in Australia (excluding WA) by immobiliser
presence for vehicles manufactured after 1991 and all vehicles, 2000.
AUSTRALIA
Vehicles manufactured after 1991 Vehicles manufactured in all years
Stolen Percentage Rate per Stolen Percentage Rate per
passenger recovered 10,000 passenger recovered 10,000
vehicles registered vehicles registered
No Immobiliser 11,861 68.5 47.8 106,620 81.9 140.1
Immobilised AS 4,498 64.9 29.0 4,537 64.9 29.1
Immobilised Not AS 5,403 62.6 52.8 5,749 64.2 55.5
Total 21,762 66.3 43.1 116,906 80.4 114.5
* Registration snapshot as at 31/12/00.
Table 2 shows the theft numbers of vehicles by immobiliser type for all passenger vehicles and
passenger vehicles manufactured after 1991. As in Table 1 the data indicate that the immobilisers
more resistant to theft were the ones that were manufactured to Australian Standards. All of these
immobiliser types (Encrypted, Encrypted-radio remote, Read only, Radio remote, Read only-radio
remote) with the possible exception of radio remote systems tended to have the lower theft
rates. Conversely, many of the systems that had timed overrides built in to the immobiliser (and
therefore do not meet the Australian Standard) showed theft rates at least as high, or higher, than
those seen for vehicles with no immobiliser manufactured after 1991.
Table 2 Passenger vehicles stolen in Australia (excluding WA) by type of immobiliser fitted, 2000.
AUST
vehicles (1992 on) registered vehicles (all) registered
*
(1992 on) (1992 on) (all) (all)
Radio Remote Timed
4 50.0 8.5 4 50.0 8.5
Override
Encrypted 1,964 66.5 23.4 1,969 66.6 23.5
Read Only Radio Remote 7 71.4 28.8 7 71.4 28.8
Radio Remote Active Set 1 0.0 29.3 5 40.0 70.9
Read Only 1,160 64.7 29.6 1,167 64.8 29.8
Encrypted Radio Remote 670 62.1 34.7 670 62.1 34.7
Ignition Dependent 606 68.1 41.5 606 68.1 41.5
Timed Override Ignition
1,490 64.9 45.0 1,490 64.9 45.0
Dependent
No Immobiliser 11,766 68.5 47.8 106,835 82.0 140.3
Radio Remote 617 63.2 48.3 644 63.0 48.4
Active Set 119 59.7 62.6 120 60.0 63.0
Encrypted Radio Remote
3,254 60.1 63.0 3,285 60.3 63.6
Timed Override
Encrypted Timed Override 9 77.8 66.7 9 77.8 66.7
Total 21,762 66.3 43.1 116,906 80.4 114.5
* Registration snapshot as at 31/12/00. Shading indicates that the system meets Australian Standards.

Section 2: Encrypted Immobilisers
Theft rate 23.4 per 10,000 registrations.

The immobilisers given this rating were all transponder systems with an encrypted code that is highly
resistant to cloning.
Encrypted immobilisers are fitted as OEM to most of the new models by the majority of vehicle
manufacturers and are widely perceived to be one of the most secure systems available. The
rates reported in Table 2 confirm this assertion that the system is extremely secure. Only vehicles
fitted with a Radio remote Timed override system were stolen at a lower rate. Note, however,
that only the Holden Apollo (1995 on) and Subaru Impreza WRX STi (1999 on) have this system
(Radio remote Timed override) fitted meaning there were less vehicles with this system on the
road as potential targets.
Table 3 shows that passenger vehicles fitted with encrypted immobilisers were stolen at a rate of
less than 20 thefts per 10,000 vehicles registered in every state except New South Wales. NSW
reported a much higher rate of theft (35.1 per 10,000) and represented almost 60% of all
encrypted immobiliser thefts in the country. The fact that NSW had a significantly lower recovery
rate than all other states also suggests that there was a real problem with professional thefts in
the state. These higher recovery rates in most states suggest that opportunistic thefts were still a
major concern for vehicles with encrypted immobilisers.
Table 3 Passenger vehicles with an Encrypted immobiliser by state stolen (all years of
manufacture).
State Stolen Recovered*

Rate per 10,000
Number registered Number % Recovered
ACT 22 14.2 15 68.2
NSW 1,148 35.1 680 59.2
NT 16 19.1 12 75.0
QLD 275 16.3 203 73.8
SA 99 19.2 93 93.9
TAS 20 13.9 18 90.0
VIC 389 15.4 290 74.6
Total 1,969 23.5 1,311 66.6
* Recovered is based the number of thefts that were recorded stolen during 2000 and recovered by 31st Dec. 2000.
Table 4 shows that the majority of vehicles fitted with an encrypted immobiliser that were stolen
were manufactured from 1998 on. However, recovery rates were lower for vehicles manufactured
earlier. As mentioned earlier, this may be the result of a bigger stolen parts market for the slightly
older models.
A breakdown by make, model and series is shown in Table 5 and reveals some interesting
patterns. Passenger vehicles manufactured by Audi were stolen at a rate consistently above the
23.5 per 10,000 seen for all vehicles with encrypted immobilisers. The A4 in particular was stolen
frequently and had a low recovery rate (53.8%) compared to the 66.5% seen for all vehicles with
encrypted immobilisers.

Table 4 Vehicles with an Encrypted immobiliser by year of manufacture of the vehicle (all
years of manufacture).
Year of manufacture Stolen Recovered*

Number Percentage Number % recovered
1994 12 0.6 7 58.3
1995 106 5.4 69 65.1
1996 120 6.1 72 60.0
1997 163 8.3 104 63.8
1998 416 21.1 271 65.1
1999 812 41.2 549 67.6
Subtotal 1990s 1,629 82.7 1,072 65.8
2000 333 16.9 233 70.0

Unknown 7 0.4 6 85.7
Total 1,969 100.0 1,311 66.6

st
* Recovered is based the number of thefts that were recorded stolen during 2000 and recovered by 31 Dec. 2000.
The 19 BMW M3 E36 that were stolen were also particularly interesting. The rate of theft for
these vehicles was extremely high in spite of the fact that so few were registered (269.5 per
10,000 registered). 16 of those were stolen in NSW and the recovery rate was extremely low
suggesting that these vehicles were purposely targeted by professional thieves for either steal to
order or stolen parts operations. Other vehicles with exceptionally high theft rates and low
recovery rates that were manufactured by BMW with encrypted immobilisers included the 316i
E36, 318is E36, 318ti E36, and the 328i E36.
Ford vehicles showed the AU Falcon, Fairmont and Fairlane stolen at a rate greater than the
overall figure. The AU II, Explorer and the smaller 4 cylinder Laser and Ka were all stolen at a
rate lower than expected from the overall 23.5 seen for all vehicles with encrypted immobilisers.
The Mazda MX-5 was stolen at a high rate but also recovered at a higher than expected rate. The
Porsche Boxter 986 seemed to be targeted by professionals with a high risk of theft being
associated with the vehicle (81.9 per 10,000 registrations stolen).
Table 5. Vehicles with an Encrypted immobiliser by make, model and series of the vehicle
(1992 models onwards).
Stolen Recovered
Make/Model/Series Number Rate per Number % recovered
+
10,000 regist
Alfa Romeo GTV 1 19.8 1 100.0
Alfa Romeo Spider 1 25.4 0 0.0
Audi A3 12 61.3 9 75.0
Audi A4 26 32.2 14 53.8
Audi A6 5 41.5 4 80.0
Audi A8 2 172.4 2 100.0
Audi TT 2 26.3 2 100.0
BMW 3 Series (series unknown) 3 - 1 33.3
Continued over the page

(1992 models onwards). (Continued)
Stolen Recovered
+
10,000 regist
BMW 316i E36 18 46.0 10 55.6
BMW 318i E36 6 8.4 5 83.3
BMW 318i E46 17 25.6 13 76.5
BMW 318is E36 24 58.7 15 62.5
BMW 318ti E36 5 38.0 2 40.0
BMW 320i E36 8 90.8 5 62.5
BMW 323Ci E46 3 24.7 2 66.7
BMW 323i E36 6 24.5 2 33.3
BMW 323i E46 6 18.2 4 66.7
BMW 328Ci E46 1 23.6 1 100.0
BMW 328i E36 14 52.5 9 64.3
BMW 328i E46 2 25.7 0 0.0
BMW 523i E39 7 31.0 6 85.7
BMW 525i E34 1 34.5 1 100.0
BMW 528i E39 9 27.3 8 88.9
BMW 535i E39 5 57.3 3 60.0
BMW 540i E34 1 57.5 0 0.0
BMW 730iL E38 1 37.3 1 100.0
BMW 735iL E38 2 39.7 2 100.0
BMW 740iL E38 1 16.8 1 100.0
BMW M3 E36 19 269.5 9 47.4
BMW M5 E39 1 76.9 0 0.0
Ford Explorer UP 2 4.1 1 50.0
Ford Explorer US 1 11.1 1 100.0
Ford Fairlane AU 16 34.2 11 68.8
Ford Fairmont AU 69 37.7 50 72.5
Ford Fairmont AU II 2 4.5 2 100.0
Ford Falcon AU 291 33.7 203 69.8
Ford Falcon AU II 32 12.8 27 84.4
Ford Falcon Ute AU 32 38.6 24 75.0
Ford Falcon Ute AU II 8 14.5 7 87.5
Ford Ka TA 2 11.2 1 50.0
Ford Laser (series unknown) 1 - 1 100.0
Ford Laser KJ III 25 24.0 16 64.0
Ford Laser KN 20 13.3 15 75.0
Holden Jackaroo U8 15 16.1 14 93.3
Holden Vectra JR 14 17.9 10 71.4
Holden Vectra JS 19 10.8 9 47.4
Hyundai Accent 7 6.0 3 42.9
Hyundai Grandeur 4 19.0 4 100.0
Jaguar XJ8 X300 2 23.1 2 100.0
Jeep Cherokee XJ 16 24.3 8 50.0
Kia Credos 1 17.4 1 100.0
Lexus GS300 2 13.6 2 100.0
Lexus IS200 7 23.9 7 100.0
Lexus (model/series unknown) 4 - 2 50.0

Stolen Recovered
+
10,000 regist
Mazda 323 2 - 2 100.0
Mazda 323 Astina 37 29.7 25 67.6
Mazda 323 Protege 21 14.5 14 66.7
Mazda 626 32 20.5 19 59.4
Mazda MX-5 17 46.6 12 70.6
Mercedes-Benz A140 W168 1 59.2 0 0.0
Mercedes-Benz A160 W168 6 35.7 5 83.3
Mercedes-Benz C180 W202 11 26.2 5 45.5
Mercedes-Benz C200 W202 8 20.1 3 37.5
Mercedes-Benz C200T S202 1 28.3 1 100.0
Mercedes-Benz C36 W202 1 555.6 1 100.0
Mercedes-Benz CLK C208 4 17.8 2 50.0
Mercedes-Benz E230 W210 2 25.5 0 0.0
Mercedes-Benz E230T S210 2 202.0 2 100.0
Mercedes-Benz E240 W210 3 14.7 1 33.3
Mercedes-Benz E280 W210 1 19.3 1 100.0
Mercedes-Benz E36 W210 1 555.6 1 100.0
Mercedes-Benz E430 W210 1 24.5 1 100.0
Mercedes-Benz E55 W210 3 197.4 1 33.3
Mercedes-Benz ML270CDI 1 40.3 0 0.0
Mercedes-Benz ML320 4 12.8 3 75.0
Mercedes-Benz S320 W140 1 84.7 1 100.0
Mercedes-Benz S430 W220 2 79.1 2 100.0
Mercedes-Benz SL320 R129 1 243.9 1 100.0
Mercedes-Benz SLK230 R170 5 32.2 1 20.0
Mercedes-Benz 280 (series unknown) 2 - 2 100.0
Mercedes-Benz 500 (series unknown) 1 - 1 100.0
Mercedes-Benz (model/series unknown) 7 - 6 85.7
Mitsubishi Challenger PA 8 15.6 5 62.5
Mitsubishi Magna (series unknown) 2 - 1 50.0
Mitsubishi Magna TH 67 23.2 50 74.6
Mitsubishi Magna TJ 4 13.3 2 50.0
Mitsubishi Pajero IO QA 4 85.1 3 75.0
Mitsubishi Pajero NM 1 3.4 1 100.0
Mitsubishi Verada KH 8 21.8 4 50.0
Mitsubishi Verada KJ 2 28.6 2 100.0
Nissan Maxima A33 2 6.6 2 100.0
Porsche 911 1 - 1 100.0
Porsche 911 Carrera 996 4 51.6 2 50.0
Porsche Boxster 986 10 81.9 6 60.0
Saab 9-3 7 20.6 6 85.7
Seat Cordoba 3 59.9 3 100.0
Subaru Forester 11 7.6 8 72.7
Subaru Impreza 26 19.3 15 57.7
Subaru Liberty 10 9.0 6 60.0

Stolen Recovered
+
10,000 regist
Toyota Avalon MCX10R 5 8.9 3 60.0
Toyota Camry 20 Series 240 23.6 161 67.1
Toyota Camry 20/21/22 1 61.0 1 100.0
Toyota Camry SDV/VDV 10 1 0.3 1 100.0
Toyota Camry SXV10 68 10.7 50 73.5
Toyota Corolla 112 69 20.0 42 60.9
Toyota Echo 32 23.7 21 65.6
Toyota Landcruiser 100 Series 41 17.9 22 53.7
Toyota Landcruiser 70 Series 31 16.5 14 45.2
Toyota Landcruiser Prado VZJ95R 44 16.6 25 56.8
Toyota Landcruiser (series unknown) 4 - 2 50.0
Toyota Paseo EL54 3 14.3 0 0.0
Toyota Rav4 2 - 2 100.0
Toyota Rav4 ACA21R 2 8.5 1 50.0
Toyota Rav4 SXA10R 20 41.8 13 65.0
Toyota Rav4 SXA11R 51 22.9 33 64.7
Toyota Tarago 14 12.8 10 71.4
Toyota Vienta MCV20R 20 16.6 13 65.0
Toyota Vienta VZV10 50 22.3 35 70.0
Volkswagen Bora 1 14.3 1 100.0
Volkswagen Caravelle T4 1 21.2 0 0.0
Volkswagen Golf 34 28.9 23 67.6
Volkswagen New Beetle 2 19.2 1 50.0
Volkswagen Passat 5 15.8 3 60.0
Volkswagen Polo 14 30.5 10 71.4
Volkswagen Transporter 20 37.2 12 60.0
Volvo S70 2 11.0 1 50.0
Volvo S90 1 59.5 1 100.0
Volvo V40 3 17.9 1 33.3
Volvo V70 6 19.4 4 66.7
+
Theft rates were calculated based on registration snapshot as at 31/12/00.
Shaded figures were calculated on known registration numbers of less than 1,000.
Figure 1 shows the theft rates of BMW 3 Series vehicles by year of manufacture. This
demonstrates exactly how the installation of an immobiliser has influenced the theft risk of a
particular vehicle. The graph shows that Encrypted immobilisers were fitted to BMW 3 Series
vehicles from 1995 (vertical line on graph) and that vehicles manufactured after that year had a
much lower theft risk than those manufactured earlier. Theft rates of BMW 3 Series vehicles
(unbroken red line) were well above the expected theft rate (broken black line) before the
installation of the immobiliser, but after systems were fitted theft rates drop to close on the
expected theft rate.
Expected theft rates are plotted on all of these graphs in order that they can be used as a
baseline to assess the effectiveness of immobiliser systems in reducing the theft risk of examined
models. These expected rates were calculated with data for 3 calendar years (1998 2000) for

all states except New South Wales, Northern Territory, and the Australian Capital Territory where
only 2000 data were available. Rates were calculated for vehicles ranging from 0 to 10 years of
age and then averaged to provide the expected rates plotted in the graphs. In other words,
vehicles manufactured during 1992 would be eight years old during the 2000 calendar year. At
the 1992 point on the x-axis the dotted line represents the average theft rate (calculated over the
last 3 years) of all eight year old vehicles.
Figure 1 Thefts per 10,000 registrations of BMW 3 Series vehicles during 2000 in Australia by
year of manufacture.
140
Thefts per 10,000 registrations
120
Introduction of Encrypted
Immobiliser
100
80
60
40
20
Theft rate
Age based expected rate
0
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
Year of manufacture
The pattern shown in Figure 2 for Ford Falcons is not as simple as that seen for the 3 Series
vehicles. Immobilisers (Smartlock ignition dependent, timed override) were originally introduced
in 1992 for the Falcons. During 1997 the timed override was removed, and then Encrypted
systems introduced during 1999. During this period theft risk has remained quite steady at a rate
higher than what was expected overall reflecting the popularity of Falcons amongst thieves.
Figure 2 Theft rates per 10,000 registered of Ford Falcon vehicles during 2000 in Australia by
250
Theft rate

200
150
Introduction of Ignition dependent Timed override Introduction of
- timed override immobiliser removed Encrypted
immobiliser
100
50
0
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
Year of manufacture

Figure 3 shows that Ford Lasers manufactured before the installation of immobilisers as OEM
were consistently close to, or just above, what was expected overall. However, after the
immobiliser system was introduced theft rates fell below expected levels for both years of
manufacture.
Figure 3 Theft rates per 10,000 registered of Ford Lasers during 2000 in Australia by year of
manufacture.
120
Theft rate
100
80
Introduction of Encrypted
Immobiliser
60
40
20
0
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
Year of manufacture
The Mitsubishi Magna changed from a Read only system introduced in 1996 to an Encrypted
system in 1999. It is difficult to tell yet whether the change has had a significant influence on
thefts, although the trend does appear to be going down. Rates have closely followed those that
would be expected both before and after the installation of the immobiliser system.
Figure 4 Theft rates per 10,000 registrations of Mitsubishi Magnas during 2000 in Australia by
120
Theft rate
100
80
Introduction of Introduction of
Read Only Encrypted
Immobiliser Immobiliser
60
40
20
0
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
Year of manufacture

Figure 5 shows the theft rates of Subaru Liberty vehicles by year of manufacture. It appears that
the installation of Encrypted immobilisers as OEM has reduced the theft rates seen in the model.
Before the installation of the immobiliser system, rates were higher than would be expected.
However, after installation, theft rates drop below that which is expected overall.
Figure 5 Theft rates per 10,000 registered of Subaru Liberty vehicles during 2000 in Australia
by year of manufacture.
120
Theft rate
100
Thefts per 10,000 registered
80
Introduction of
Encrypted
Immobiliser
60
40
20
0
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
Year of manufacture
Given that so many vehicles with these encrypted immobilisers were stolen during the 2000
calendar year it is important to understand how the security systems were defeated. The South
Australian Police operational system has provided some insight into this, providing details of how
particular vehicles were stolen. Examining the details of the 99 vehicles stolen in South Australia
that were fitted with encrypted immobilisers showed that keys had become the weak link in the
security of these vehicles. Of the 99 vehicles stolen 57 were taken because the thieves had
access to the keys for one reason or another. Of the remaining 42 only 19 were clearly reported
as being secured at the time of theft. The final 23 thefts did not contain enough information to
make a judgement about access to keys.
Of the 57 thefts where offenders gained access to keys 4 included an assault of the victim.
Twenty-five involved a break in at a home or business to get the keys. Fourteen incidents
occurred because victims left their keys in the ignition of their vehicles (13) or unsecured in a
public location (1). Five thefts were by people known to the victim (usually a family member or
close friend). Seven were thefts of rental vehicles and there were 3 thefts where it was unknown
how offenders got the keys.
In summary, the Encrypted immobilisers were very effective deterrents to opportunistic theft. The
immobiliser makes these vehicles unattractive targets for opportunistic thieves who would
probably move on to a vehicle that is easier to steal when faced with this level of security.
However, it does appear that professional thefts still occur but the method of theft is unknown to
the present authors. It is likely that some vehicles could have been towed away or taken on

trucks; keys may have been accessed in some way, or the immobiliser defeated. It does appear
though that the weak link in the security of these vehicles is the keys. Owners need to be made
aware of the fact that their car is very easy to steal if their keys are not secured properly. In the
face of improved security features such as the immobiliser thieves are becoming more creative in
the ways that vehicles are stolen.

Section 3: Read Only Immobilisers

Read only immobilisers are usually transponder systems that are read only and therefore, susceptible to
cloning.
Vehicles fitted with Read only immobilisers include Citroen Xantia (1998 on), Daewoo Korando
(1998 on), Ford Taurus (1995 on), Holden Barina (1997 on), many recent model Hondas,
Mitsubishis and Peugeots, Nissan Patrols (1997 on), many Subaru Imprezas and many of the
later model Volvos and Volkswagens.
Overall, vehicles fitted with a read only immobiliser were stolen at a rate of 29.8 per 10,000
registrations, which was second only to the encrypted immobilisers discussed in the previous
section. Table 6 shows that 68.1% of thefts of these vehicles takes place in New South Wales.
Theft rates in NSW were also high, being up to 3.5 times higher than those recorded in other
states. The fact that theft rates for vehicles with read only immobilisers in all other states were
extremely low suggests that these immobilisers are very effective in reducing thefts. Recovery
rates were again quite low in NSW and the two territories. In spite of this, in the 3 other states
where theft numbers were greater than 20 (QLD, SA, VIC) recovery rates were substantially
higher than the 60.4% seen in NSW. It gives the impression that NSW was once again the centre
for professional thefts of vehicles with Read only immobilisers.
Table 6 Vehicles with a Read only immobiliser by state stolen.

Rate per 10,000
ACT 16 18.0 8 50.0
NSW 795 50.8 480 60.4
NT 5 16.8 3 60.0
QLD 117 16.1 96 82.1
SA 54 19.5 43 79.6
TAS 11 14.6 11 100.0
VIC 169 14.6 115 68.0
Total 1,167 29.8 756 64.8
Table 7 shows that the majority of vehicles with Read only immobilisers that were stolen were
manufactured between 1997 and 1999 inclusive.
Theft rates for models with read only immobiliser systems were relatively low (see Table 8). The
exceptions to this pattern were the Mitsubishi Mirage CE, which were stolen at the rate of 46.4
per 10,000 registrations, and the Peugeot 206, which was stolen at 52.1 per 10,000 registrations.
Subaru Imprezas also had a relatively high theft rate and coupled with the low recovery rate
suggest a significant problem with professional theft of these vehicles.

Table 7 Vehicles with a Read-only immobiliser by year of manufacture of the vehicle.

1995 1 0.1 0 0.0
1996 154 13.2 109 70.8
1997 278 23.8 189 68.0
1998 345 29.6 226 65.5
1999 270 23.1 163 60.4
Subtotal 1990s 1,048 89.8 687 65.6
2000 113 9.7 65 57.5

Unknown 6 0.5 4 66.7
Total 1,167 100.0 756 64.8

Table 8 Vehicles with a Read-only immobiliser by make, model and series of the vehicle (1992
models onwards).
Stolen Recovered
+
10,000 regist
Holden Astra (series unknown) 3 - 1 33.3
Holden Astra TR 5 6.2 4 80.0
Holden Astra TS 15 6.8 10 66.7
Holden Barina (series unknown) 1 - 1 100.0
Holden Barina SB 68 29.1 46 67.6
Honda Accord 28 21.0 15 53.6
Honda Civic 126 30.3 82 65.1
Honda CR-V 51 17.8 40 78.4
Honda HR-V 11 25.4 6 54.5
Honda Integra 1 4.4 1 100.0
Honda Legend 2 17.8 2 100.0
Honda Odyssey 13 22.1 7 53.8
Honda Prelude 24 49.6 14 58.3
Mitsubishi Lancer (series unknown) 2 - 2 100.0
Mitsubishi Lancer CE 172 30.2 112 65.1
Mitsubishi Magna (series unknown) 7 - 6 85.7
Mitsubishi Magna TE 114 34.6 86 75.4
Mitsubishi Magna TF 129 25.5 94 72.9
Mitsubishi Mirage CE 125 46.4 81 64.8
Mitsubishi Pajero (series unknown) 2 - 1 50.0
Mitsubishi Pajero NJ 5 14.5 3 60.0
Mitsubishi Pajero NK 7 17.5 3 42.9
Mitsubishi Pajero NL 29 21.7 21 72.4
Mitsubishi Verada KE 6 20.5 1 16.7
Mitsubishi Verada KF 19 31.8 11 57.9
Nissan Patrol (series unknown) 2 - 1 50.0
Nissan Patrol GU 11 5.1 6 54.5

Table 8 Vehicles with a Read-only immobiliser by make, model and series of the vehicle (1992
models onwards). (Continued)
Stolen Recovered
+
10,000 regist
Peugeot 206 7 52.1 6 85.7
Peugeot 306 1 1.8 1 100.0
Peugeot 306 N5 12 24.0 7 58.3
Peugeot 406 D8 4 19.2 4 100.0
Peugeot 406 D9 2 41.2 2 100.0
Saab 9-5 2 17.5 2 100.0
Subaru Impreza 132 117.8 56 42.4
Volkswagen Golf 10 16.0 6 60.0
Volvo 850 7 14.6 5 71.4
Volvo S40 4 12.2 4 100.0
Volvo S40/V40 1 - 1 100.0
Thefts of Honda Civics as shown in Figure 6 clearly demonstrate the effectiveness of

immobilisers in reducing opportunistic theft. During the early 1990s anecdotal evidence
suggested that opportunistic thieves were targeting the Honda Civic as a target that was easy to
steal. Honda responded to this problem by fitting a read only immobiliser as OEM from 1996
onward, and it can be seen in the graph below that the result was an outstanding reduction in
theft numbers.
Figure 6 Theft rates per 10,000 registrations of Honda Civics during 2000 in Australia by year
of manufacture.
160
140
Theft rate

120
100
Introduction of
Read Only
80 Immobiliser
60
40
20
0
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
Year of manufacture

Examination of the 54 vehicles fitted with Read only immobilisers that were stolen during 2000 in
South Australia suggests that the security system made the vehicles very difficult to steal without
keys. Of the 54 stolen 28 (51.9%) were taken because thieves gained access to the keys. Three
of these involved an assault on the victim and 8 involved a break in to the victims home or
business. A further 8 cases were because victims either left keys in the ignition (6) or failed to
secure them in a public place (2). Three thefts were perpetrated by persons known to the victim
who had access to the keys, 3 were rental thefts and 3 gained access to the keys but their
method was unknown.
In twenty cases victims reported that the thieves did not have access to keys and that the vehicle
was secured. However, one of these was a suspected false report and in 3 others it was claimed
that the immobiliser was not operating at the time of theft. There was a further 6 cases where it
was unknown whether thieves had access to the keys.
In summary, it appears that the read only immobiliser system is highly effective in reducing the
propensity of opportunistic theft and seems to be equal to the encrypted immobilisers discussed
in Section 2. Once again, however, it was the security of keys that has become the weak link in
the security of the vehicle and owners of these vehicles need to ensure that appropriate steps are
taken to ensure their safekeeping.

Section 4: Encrypted Radio Remote Immobilisers

These systems are immobilisers with encrypted codes, but also have a radio remote keyless entry or
alarm system.
Encrypted Radio Remote systems were fitted as OEM to many of the Holdens including the
Commodore, Berlina, Calais and Statesman from 1999 and many of the HSVs from the middle of
1996. Other models utilising a similar system include the Hyundai Sonata from 1998, the Hyundai
Lantra from 1999, the Jeep Grand Cherokee from 1996 and the Rover Discovery from late 1998.
Like the Encrypted Immobiliser systems these are also perceived to be very secure and meet the
Australian Standard (AS/NZS 4601:1999).
Table 9 shows once again that more than 50% of all thefts of vehicles with these security systems
occurred in New South Wales. With a theft rate of 52.5 per 10,000 registered there appears to be
a problem with professional theft in NSW compared to all the other states combined where the
theft rate was 24.8 per 10,000 registrations. The recovery rate of only 52.1% supports this
assertion. Recovery rates in all other states except Victoria were well in excess of 80%
suggesting that it was joyriders having the majority of impact in these states.
Table 9 Vehicles with an Encrypted - Radio Remote immobiliser by state stolen.

Rate per 10,000
ACT 9 30.2 8 88.9
NSW 365 52.5 190 52.1
NT 1 7.2 1 100.0
QLD 77 21.8 64 83.1
SA 50 30.1 44 88.0
TAS 4 13.5 4 100.0
VIC 164 25.6 105 64.0
Total 670 34.7 416 62.1
The majority of vehicles stolen with Encrypted radio remote immobilisers were manufactured in
1999 or 2000. Table 10 shows that 86% of thefts of these vehicles were cars that were
manufactured in these years. The result does not suggest that the newer vehicles were being
targeted, only that there were more vehicles with this type of security system manufactured in
these years.
Table 11 shows that the bulk of thefts of vehicles with Encrypted radio remote were in the form
of VT Commodores. All of the VT Commodores and Calais (including HSVs) accounted for 79.0%
of all thefts with this security system. It is doubtful that there is a major weakness in the security
of these vehicles and more likely due to the fact that they are particularly popular targets among
the population of car thieves. Recovery rates of the 3 HSV models included in Table 8 were all
extremely low (less than 45%) suggesting a flourishing market for rebirthed or stolen parts for
these vehicles. The Hyundai Lantra also exhibited a low recovery rate with slightly less than half
(48%) of the 25 Lantras stolen being recovered by the end of the year.

Table 10 Vehicles with an Encrypted - Radio Remote immobiliser by year of manufacture of the
vehicle.

1996 22 3.3 10 45.5
1997 24 3.6 12 50.0
1998 45 6.7 21 46.7
1999 403 60.1 274 68.0
Subtotal 1990s 494 73.7 317 64.2
2000 176 26.3 99 56.3
Total 670 100 416 62.1

st
Table 11 Vehicles with an Encrypted - Radio Remote immobiliser by make, model and series of
the vehicle (1992 models onwards).
Stolen Recovered
+
10,000 regist
#
Holden Calais VT 26 37.0 17 65.4
Holden Caprice WH 4 36.9 3 75.0
#
Holden Commodore VT 439 35.1 292 66.5
Holden Commodore VX 3 6.3 3 100.0
Holden Statesman VS 14 141.0 8 66.7
Holden Statesman WH 24 33.6 14 58.3
HSV Commodore VS 16 334.7 6 37.5
HSV Commodore VT 64 146.9 28 43.8
HSV Maloo VS 17 295.1 6 35.3
Hyundai Lantra (series unknown) 6 - 5 83.3
Hyundai Lantra J3 12 22.0 5 41.7
Hyundai Lantra Sportswagon J3 7 14.0 2 28.6
Hyundai Sonata (series unknown) 8 - 3 37.5
Hyundai Sonata EF 12 22.7 9 75.0
Jeep Grand Cherokee WJ 3 12.0 2 66.7
Jeep Grand Cherokee ZG 15 28.5 12 80.0
* Recovered is based on the number of thefts that were recorded stolen during 2000 and recovered by 31st Dec. 2000.
+
Theft rates were calculated based on registration snapshot as at 31/12/00. Shaded figures were calculated on known registration
numbers of less than 1,000. # Holden VT models manufactured from January 1999 onwards had the time override removed. This table
only represents VTs manufactured from this point onwards. Earlier model VTs are covered in Section 8,Table 23.
The Holden Commodore has had 2 upgrades to its immobiliser system since the original system
was installed in 1992. The original system was the same as the current system except with a
timed override. During 1996 the timed override was extended and then abandoned completely in
1999. It appears from the graph shown in Figure 6 that the original system did reduce theft rates
significantly (note the distance between broken line and unbroken line before immobiliser
introduction and in 1992 when introduction occurred). Between 1992 and 1999 when the timed
override was extended the gap remains fairly constant. However, after removal of the timed
override in 1999 the gap begins to shorten again suggesting that the timed override was the weak
link in the system and its removal was the correct option.

Figure 7 Theft rates per 10,000 registered of Holden Commodores during 2000 in Australia by
400
Theft rate
350
300
Introduction of Encrypted -
Radio Remote - Timed Timed
250 Timed
Override Immobiliser Override Override
Extended Removed
200
150
100
50
0
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
Year of manufacture
It appears from Figure 8 that thefts of HSV Commodores actually increased after the Encrypted
radio remote immobilisers were introduced during June 1996. The fact that registration numbers
increased markedly at this point in time suggests that these models were extremely popular with
consumers and hence popular targets for professional thieves making thefts difficult to reduce
through security technology alone.
Figure 8 Theft rates per 10,000 registered of HSV Commodores during 2000 in Australia by
400
Theft rate
350
300
250
Introduction of
Encrypted - Radio
200 Remote
Immobiliser
150
100
50
0
1994
1995
1996
1997
1998
1999
2000
Year of manufacture

Figure 9 shows that thefts of the Hyundai Lantra appeared to be quite high until the immobiliser
was introduced in 1999 particularly for vehicles manufactured between 1992 and 1995. However,
as there is only one year of manufacture (2000) to compare the rates of previous models against
it is difficult to say this for certain even though the pattern suggests a positive effect.
Figure 9 Theft rates per 10,000 registered of Hyundai Lantras during 2000 in Australia by year
of manufacture.
120
Theft rate
100
80
Introduction of
60 Encrypted - Radio
Remote
Immobiliser
40
20
0
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
Year of manufacture
Hyundai Sonatas give a better view than the Lantra of the influence of encrypted radio remote
immobilisers, as they were included as OEM one year earlier. The graph in Figure 10 shows that
models made from 1992 to 1994 were stolen in relatively large numbers, but have remained close
to the average expected rate for vehicles manufactured after that time. The impact of the
immobiliser for this model is therefore more difficult to gauge.
Figure 10 Theft rates per 10,000 registrations of Hyundai Sonatas during 2000 in Australia by
400
Theft rate
350
300
250
Introduction of
Encrypted -
200 Radio Remote
Immobiliser
150
100
50
0
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
Year of manufacture

Closer examination of the 50 thefts of vehicles with Encrypted radio remote immobilisers in
South Australia provides some insight to how these vehicles were stolen. Twenty-nine of the 50
(58%) vehicles stolen during 2000 were taken by thieves who had access to the keys. Of the
remaining 21, one was reported as having an immobiliser that was not functioning at the time of
the theft, 11 thefts did not contain enough information to make a judgement about access to keys
and only 9 were clearly recorded as being secure at the time of theft.
Of the 29 thefts where offenders gained access to keys 1 included an assault of the victim.
Fourteen involved a break in at a home or business to get the keys. Seven incidents occurred
because victims left their keys in the ignition of their vehicle (5) or unsecured in a public location
(2). Two were thefts of rental vehicles and there were 5 thefts where it was unknown how
offenders got the keys.
Like the encrypted immobilisers covered in Section 2 Encrypted radio remote immobilisers
proved to be a good deterrent to opportunistic thieves. The HSVs were stolen at a high rate but it
was likely that this was the result of substantial demand for these vehicles and their parts. Once
again the majority of thefts were in New South Wales where professional car theft seems to be a
major problem for law enforcement. The weak link in the security system appears to be the keys
again and it is apparent that something needs to be done about this. Overall though, the
Encrypted radio remote immobiliser systems examined in this section demonstrated an ability to
counter theft of an opportunistic level making the technology valuable on these grounds alone.

Section 5: Ignition Dependent Immobilisers

Ignition dependent systems require the key inserted in the ignition to deactivate the immobiliser.
From 1997 to June 1999 Ford Falcons, Fairlanes, Fairmonts and LTDs continued to be fitted with
the Smartlock but without the timed override in place. No other vehicles had this type of security
system fitted.
In contrast to the security systems covered in previous sections, Victoria had the majority of thefts
of these vehicles, with over half of the thefts in the entire country being reported in Victoria (see
Table 12). Recovery rates were again low in New South Wales and Victoria suggesting a high
level of professional thefts in these states. In Queensland and South Australia, where there were
enough thefts to make a meaningful comparison, recovery rates were well above 80% showing
the vulnerability of vehicles with these security systems to opportunistic theft.
Table 12 Vehicles with an Ignition Dependent immobiliser by state stolen.

Rate per 10,000
ACT 4 15.1 3 75.0
NSW 200 39.5 124 61.4
NT 0 - 0 -
QLD 43 16.3 36 83.7
SA 22 19.5 19 86.4
TAS 4 15.8 4 100.0
VIC 333 66.0 228 68.5
Total 606 41.5 414 68.3
Table 13 Vehicles with an Ignition Dependent immobiliser by year of manufacture of the

vehicle.

1997 299 49.3 202 67.6
1998 289 47.7 199 68.9
1999 18 3.0 13 72.2
Total 606 100.0 414 68.3

st
Table 14 shows that the Falcon EL had the highest number of thefts over the year but a relatively
low rate of theft. The Fairlane NL with a theft rate of 50.2 per 10,000 registrations and LTD DL
with a rate of 63.7 appeared to be the superior models of choice for thieves. The two utility
models (XH and XH II) were both particularly popular targets with theft rates of over 50 per
10,000 registrations. Both of these models also had relatively low recovery rates suggesting a
professional interest in the theft of these vehicles.

Table 14 Vehicles with an Ignition Dependent immobiliser by make, model and series of the
vehicle (1992 models onwards).
Stolen Recovered*
Make/Model/Series Rate per
Number 10,000 Number % recovered
registered
Ford Fairlane NL 32 50.2 26 81.3
Ford Fairmont AU 20 33.3 12 60.0
Ford Fairmont EL 68 36.5 40 58.8
Ford Falcon AU 58 28.5 38 65.5
Ford Falcon EL 334 33.7 237 71.0
Ford Falcon Ute XH 25 52.3 14 56.0
Ford Falcon Ute XH II 52 53.6 34 65.4
Ford Falcon XH 2 37.5 2 100.0
Ford Falcon XH II 2 17.9 1 50.0
Ford Ltd DL 5 63.7 3 60.0
Ford Falcon Unknown 8 - 7 87.5
Of the 22 vehicles with ignition dependent immobilisers stolen in South Australia during 2000,
eight (36.4%) were stolen because offenders had access to keys. In six of these cases keys were
gained from a break-in and two resulted because victims had left their keys in the ignition. There
were only 4 where it was claimed that the vehicle was secured and offenders did not have access
to keys. The final 10 reports were not detailed enough to know one way or another whether keys
were available to offenders at the time of theft.
In conclusion, the ignition dependent immobilisers did have some impact on thefts but there
appears to be a significant problem with these vehicles in Victoria with very large numbers of
these vehicles being stolen in that state giving them a rate more than twice as large as that seen
in all states except New South Wales.

Section 6: Timed Override Ignition Dependent Immobilisers

Timed override ignition dependent systems require the key inserted in the ignition to deactivate the
immobiliser, but will disarm automatically fixed time after an unsuccessful start attempt.
Ford Fairlanes, Fairmonts, Falcons and LTDs manufactured between 1992 and 1997 were fitted
with an Ignition Dependent immobiliser system that also had a timed override. Table 16 shows
that once again theft rates were particularly high in New South Wales and Victoria when
compared to the rest of the country. Recovery rates also suggest that this difference would partly
be due to the large number of professional thefts in these states.
Table 15 Vehicles with a Timed Override Ignition Dependent immobiliser by state stolen.

Rate per 10,000
ACT 22 37.2 13 59.1
NSW 610 57.3 366 60.0
NT 2 13.1 1 50.0
QLD 176 27.1 135 76.7
SA 87 30.5 68 78.2
TAS 15 24.4 13 86.7
VIC 578 49.6 371 64.2
Total 1,490 45.0 967 64.9
Table 16 shows that thefts of vehicles with timed override ignition dependent immobilisers were
most common for vehicles manufactured during 1995 and 1996. Vehicles manufactured during
1997 were extremely low but this was most likely due to a programming difficulty which allocated
ignition dependent immobilisers to vehicles manufactured in this year except when the VIN could
be used to allocate it with a timed override (i.e. when a VIN number is matched this data takes
precedence over information derived from the police record by year of manufacture alone).
Recovery rates remained quite stable across years of manufacture suggesting that professional
thieves targeted no specific years.
Table 16 Vehicles with a Timed Override Ignition Dependent immobiliser by year of

manufacture of the vehicle.

1992 195 13.1 130 66.7
1993 239 16.0 150 62.8
1994 310 20.8 191 61.6
1995 377 25.3 259 68.7
1996 365 24.5 234 64.1
1997 3 0.2 2 66.7
Unknown 1 0.1 1 100.0
Total 1,490 100.0 967 64.9

st

The highest number of vehicles stolen with timed override ignition dependent immobilisers were
EF Falcons (see Table 17). The 514 thefts actually accounted for nearly one third of all thefts of
vehicles with timed override ignition dependent immobilisers. The EB II and ED Falcons also
had high theft numbers. Looking at theft rates suggests that the EF Fairmont is at the highest risk
of theft. This is followed by the NF Fairlane and the DC LTD. Recovery rates suggest that
professional thefts are quite heavily concentrated on the light commercials including the XG
utilities and vans and the XH utility. Recovery rates for all three of these models are around 50%.
The NC Fairlane also showed relatively low recovery rates (53.7%).
Table 17 Vehicles with a Timed Override Ignition Dependent immobiliser by make, model and
series of the vehicle (1992 models onwards).
Stolen Recovered
registered
Ford Fairlane NC 42 42.4 22 53.7
Ford Fairlane NF 39 56.1 35 89.7
Ford Fairlane NL 8 18.2 5 62.5
Ford Fairmont EB II 74 45.1 43 58.1
Ford Fairmont ED 39 37.4 25 64.1
Ford Fairmont EF 184 58.5 123 66.8
Ford Fairmont EL 21 13.7 13 61.9
Ford Falcon EB II 241 43.4 166 68.9
Ford Falcon ED 155 31.8 97 62.6
Ford Falcon EF 514 42.8 330 65.5
Ford Falcon EL 61 9.2 42 68.9
Ford Falcon Ute XG 59 35.7 31 52.5
Ford Falcon Ute XH 24 19.6 11 45.8
Ford Falcon XG 13 38.5 6 46.2
Ford Falcon XH 1 7.2 1 100.0
Ford LTD DC 7 53.8 6 85.7
Ford LTD DF 8 73.8 4 50.0
Of the 87 vehicles stolen in South Australia during 2000 that were fitted with ignition dependent
timed override immobilisers, 28 (32.2%) were stolen as a result of offenders gaining access to
keys. One involved an assault on the victim, 9 resulted from break-ins, 10 were the result of
people leaving keys in their ignition, 7 were stolen by a person known to the victim and one
gained access to the keys by a method unknown to the victim.
Forty-four (50.6%) of the 87 thefts were taken by thieves who did not have access to keys and
vehicles were claimed to be locked and secure at the time of theft. Fifteen vehicles were stolen by
a method unknown to police or the victim.
In summary, the ignition dependent timed override immobilisers were reasonably effective
deterrents to opportunistic theft. However, theft numbers of these vehicles were high enough to
suggest that the security system is relatively easy to defeat. Furthermore the lower proportion of
thefts occurring via the use of original keys reinforces this theory. It does appear that professional
thefts still occur, particularly for the vans and utilities for which there appears to be a lucrative
rebirthing or stolen parts trade.

Section 7: Radio Remote Immobilisers

Vehicles fitted with radio remote immobilisers usually require a signal to be sent from a hand held
device to disarm the immobiliser. The systems are either activated by the same device, or passive
arming in some cases.
Radio remote immobilisers were fitted as OEM by many manufacturers on a variety of vehicles
including the Citroen Xsara from 1999, the Daewoo Musso from 1998, the Holden Calibra from
1994, the Kia Sportage from 1997, the Mercedes Benz C class and E class from 1994 1996,
the S class Mercedes Benz in 1996, the Mitsubishi Verada from 1991 1994, the Nissan Maxima
from 1995 2000, some Nissan Pulsars, the Nissan 200SX from 1994, the Porsche 911 from
1995 1996, all Proton models after Sept. 1999, the Saab 900 and 9000 models from 1994, the
Toyota Celica from December 1993 and the Toyota Corolla from 1996 1998.
More than 80% of the thefts of vehicles with radio remote immobilisers occurred in New South
Wales. Theft rates ranged from 6.6 21.0 per 10,000 registrations in all jurisdictions except NSW
where the recorded theft rate was 89.8. While theft rates in NSW have been consistently higher
for other types of immobilisers, the difference between NSW theft rates and other jurisdictions for
radio remote immobilisers was very large by comparison. Recovery rates were also lower in NSW
(60.3%) suggesting a problem with professional theft in NSW and probably Victoria as well which
also recorded low recovery rates (61.3%).
Table 18 Vehicles with a Radio Remote immobiliser by state stolen.

Rate per 10,000
ACT 6 21.0 4 66.7
NSW 516 89.8 311 60.3
NT 1 6.6 1 100.0
QLD 43 17.8 36 83.7
SA 11 12.6 11 100.0
TAS 5 15.6 5 100.0
VIC 62 17.7 38 61.3
Total 644 48.4 406 63.0
Thefts of vehicles with radio remote immobilisers were distributed across the years of
manufacture, as would be expected based on registered targets available. The majority of thefts
were of vehicles manufactured in the latter half of the 1990s and this was when many
manufacturers began installing these immobilisers as OEM.
As can be seen in Table 20 thefts of Nissan 200SX and Toyota Corollas made up a large
proportion of thefts of vehicles with radio remote immobilisers. Of the 139 Nissan 200SX vehicles
stolen during 2000, 124 were stolen in NSW. It is also apparent that this group of vehicles is
predominantly in the luxury/sports class making them attractive targets for professional thieves.
Recovery rates were particularly low for Holden Calibras, Nissan Pulsar and the 200SX and
Toyota Corollas.

Table 19 Vehicles with a Radio Remote immobiliser by year of manufacture of the vehicle.

1991 20 3.1 12 60.0
1992 28 4.3 17 60.7
1993 21 3.3 14 66.7
1994 41 6.4 23 56.1
1995 54 8.4 28 51.9
1996 100 15.5 59 59.0
1997 125 19.4 78 62.4
1998 148 23 105 70.9
1999 92 14.3 60 65.2
Subtotal 1990s 629 97.7 396 63.0
2000 8 1.2 6 75.0

Unknown 7 1.1 4 57.1
Total 644 100 406 63.0

Table 20 Vehicles with a Radio Remote immobiliser by make, model and series of the vehicle
(1992 models onwards).
Stolen Recovered
registered
Chrysler Voyager 12 28.4 8 66.7
Daewoo Musso 1 10.6 1 100.0
Holden Calibra (series unknown) 1 - 0 0.0
Holden Calibra YE 13 141.6 6 46.2
Kia Sportage 18 24.0 9 50.0
Mercedes-Benz C180 W202 3 10.3 1 33.3
Mercedes-Benz C220 W202 4 40.0 4 100.0
Mercedes-Benz C280 W202 1 23.5 0 0.0
Mercedes-Benz E220C C124 1 90.9 1 100.0
Mercedes-Benz E280 W124 1 19.9 1 100.0
Mercedes-Benz E320 W124 1 74.6 0 0.0
Mercedes-Benz E320 W210 4 41.8 3 75.0
Nissan 200SX 139 394.3 92 66.2
Nissan Pulsar (series unknown) 93 - 56 60.2
Porsche 911 Carrera 993 2 33.3 2 100.0
Proton M21 4 303.0 3 75.0
Proton Satria 6 24.2 5 83.3
Toyota Celica (series unknown) 2 - 2 100.0
Toyota Celica ST204/ST204R 64 67.9 41 67.2
Toyota Celica ZZT231/ZZT231R 7 29.0 3 60.0
Toyota Corolla 101/102 239 38.8 148 61.9
st

Figure 11 shows the theft rates of Toyota Celicas during 2000. Immobilisers were fitted to Celicas
from December 1993 onwards. The figures suggest that immobilisers have had little impact on
the theft rates of these vehicles with a reasonably constant gap between expected theft rates and
actual theft rates of Toyota Celicas.
Figure 11 Theft rates per 10,000 registrations of Toyota Celicas during 2000 in Australia by year
of manufacture.
180
Theft rate
160
140
Introduction of
Radio Remote
120 Immobiliser
100
80
60
40
20
0
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
Year of manufacture
As there were only 11 vehicles with radio remote immobilisers stolen in South Australia it is
difficult to make assertions about how these vehicles were being stolen. However, based on
these 11 cases, three were definitely stolen with keys all gained by a break-in. Only two were
claimed to be secure with no key access and the rest were not able to say whether thieves had
access to keys.
In summary, the radio remote immobilisers were a good deterrent of opportunistic thefts.
However, they were frequently fitted in the more up market models and professional thieves still
seem to be targeting these vehicles, particularly in New South Wales where an entrenched
professional industry seems to continue regardless of advances in vehicle security.

Section 8: Encrypted Radio Remote Timed Override Immobilisers

The immobiliser is controlled by an encrypted radio remote signal, and there is a timed override.
The only vehicles fitted with these immobilisers as OEM are the Holden Berlina, Commodore,
Calais and Statesman manufactured between 1992 and 1998 and the Toyota Lexcens of the
same period. These systems are the same as the units examined in Section 4 except that they
also have a timed override meaning that the immobiliser will deactivate a set time after an
unsuccessful start attempt. The system does not meet Australian Standards (AS/NZS
4601:1999).
Table 21 reveals that over 50% of thefts of these vehicles were carried out in New South Wales
during 2000. Theft rates in NSW were correspondingly high compared to the other states with
almost 90 vehicles per 10,000 registered stolen in NSW during 2000 compared to 49.2 for the
other states combined. Recovery rates were quite low in Victoria for these vehicles with only
46.8% of thefts being recovered. NSW also had a lower recovery rate (60.1%) although it was not
as low as that seen in Victoria. It appears that both Victoria and NSW have problems with
professional thefts of these vehicles.
Table 21 Vehicles with an Encrypted - Radio Remote - Timed Override immobiliser by state
stolen.

Rate per 10,000
ACT 36 43.6 28 77.8
NSW 1,648 89.4 991 60.1
NT 9 22.8 6 66.7
QLD 334 33.8 254 76.0
SA 251 49.9 214 85.3
TAS 40 44.3 36 90.0
VIC 967 59.6 453 46.8
Total 3,285 63.6 1,982 60.3
There was a fairly even spread of thefts across years of manufacture for vehicles with these
immobilisers. Table 22 shows this pattern (or lack of pattern) and also reveals a relatively
consistent recovery rate across years.
The most striking point from Table 23 is the difference in theft rates between the Holden
Commodores and the Toyota Lexcen. Essentially these vehicles are exactly the same except for
the badges, and the fact that the Toyotas do not have any V8 versions. The higher theft rates
among the Holden Commodores in spite of the vehicles having exactly the same security features
shows the preference for Holdens among young joyriders. Clearly the problem is not one of
vehicle security but of popularity. There is a price that Holden must pay for its commercial
success and that is that it will probably continue to have extremely high theft rates regardless of
the increases in security technology.

Table 22 Vehicles with an Encrypted - Radio Remote Timed Override immobiliser by year of
manufacture of the vehicle.

1992 461 14.0 313 67.9
1993 411 12.5 242 58.9
1994 484 14.7 287 59.3
1995 509 15.5 289 56.8
1996 470 14.3 267 56.8
1997 407 12.4 233 57.2
1998 509 15.5 326 64.0
1999 3 0.1 0 0.0
Subtotal 1990s 3,254 99.1 1,957 60.1
2000 0 0.0 0 -
Unknown 31 0.9 25 80.6
Total 3,285 100.0 1,982 60.3

st
Table 23 Vehicles with an Encrypted - Radio Remote - Timed Override immobiliser by make,
model and series of the vehicle (1992 models onwards).
Stolen Recovered
registered
Holden Calais (series unknown) 1 - 1 100.0
Holden Calais VP 28 73.5 17 60.7
Holden Calais VR 50 90.6 25 50.0
Holden Calais VS 54 93.8 23 42.6
#
Holden Calais VT 26 37.5 19 73.1
Holden Caprice VR 7 68.0 4 57.1
Holden Caprice VS 22 115.4 6 27.3
Holden Commodore VP 550 80.2 366 66.5
Holden Commodore VR 709 65.6 401 56.6
Holden Commodore VS 955 57.6 541 56.6
#
Holden Commodore VT 634 60.9 408 64.4
Holden Statesman VQ II 34 124.4 20 58.8
Holden Statesman VR 31 70.7 21 67.7
Holden Statesman VS 69 50.4 37 54.4
Toyota Lexcen (series unknown) 3 - 3 100.0
Toyota Lexcen T5 2 11.2 1 50.0
Toyota Lexcen VP 39 51.2 30 76.9
Toyota Lexcen VR & T4 40 28.4 34 85.0
Shaded figures were calculated on known registration numbers of less than 1,000. # Holden VT models manufactured from January 1999
onwards had the time override removed. This table only represents those VT models before the removal of the time override. Later model
VTs are covered in Section 4,Table 11.

Figure 12 shows clearly the value of immobilisers in reducing the theft numbers of vehicles. While
the system is relatively easy to defeat due to the timed override, thefts after its inclusion as OEM
reduce significantly. The same pattern can be seen with the Holden Commodores (see Figure 7)
after the introduction of the initial immobiliser system.
Figure 12 Theft rates per 10,000 registrations of Toyota Lexcens during 2000 in Australia by
350
Theft rate
300
250
Introduction of the
Encrypted - Radio
200 Remote - Timed
Override Immobiliser
150
100
50
0
1990
1991
1992
1993
1994
1995
1996
1997
Year of manufacture
Examination of the 251 vehicles with these immobilisers reported to police during 2000 in South
Australia revealed whether the system can be defeated by thieves. Fifty-four (21.5%) of the 251
vehicles stolen in South Australia were taken because the thief had access to keys. Compared to
the immobiliser types covered in the previous sections this is an extremely low figure suggesting
that the security systems on these vehicles can be defeated relatively easily. Of the 54 vehicles
stolen by access to keys 6 involved an assault on the victim, 27 a break in to the victims home or
business, 12 victims left keys unattended in the ignition or in their vehicles, 7 were stolen by a
relative or friend of the victim, one was a rental theft and one was unknown.
Ninety-seven theft reports did not contain enough information to determine whether thieves had
access to the keys, and the remaining 100 vehicles (39.8%) where the owner claimed to have
secured the vehicle and the offender did not have access to keys.
While immobiliser systems such as the Encrypted Radio remote Timed override unit do act to
reduce opportunistic theft to a certain extent they can be defeated relatively easily (given the
time) and therefore reinforces the point that any system that allows timed overrides should be
avoided wherever possible.

Section 9: The Western Australian Compulsory Immobiliser Scheme
This section analyses theft patterns of immobilised and non-immobilised vehicles in Western
Australia, which were specifically excluded from previous analyses due to the introduction of
legislation relating to the installation of immobilisers in this state. Before beginning the analyses,
however, a brief history of the Western Australian situation is needed.
During the early to mid 1990s Western Australia was experiencing increasing vehicle thefts, and
at a rate considerably higher than the national average. For example, in 1996, Western Australia
led the nation with a theft rate of 803.91 thefts per 100,000 registrations compared to the
Australian average of 671.44 (ABS, National Crime Statistics, 1997 Cat. 4510.0). The public
concern at this high level of vehicle theft and the high number of deaths and injuries being
sustained during high-speed police chases of offenders prompted the introduction of a voluntary
immobiliser scheme in 1997. This voluntary scheme offered vehicle owners a $30 subsidy off the
price of an immobiliser and was successful in attracting a large number of owners to install such
devices. However, in order to increase the speed at which the fleet was becoming protected, the
st
government decided to extend the scheme. Thus as at 1 July 1999, legislative amendments
became effective which made it compulsory to have an approved immobiliser fitted on any
passenger new vehicle or when the registration of a secondhand vehicle less than 25 years old
was transferred to a new owner. Light commercials were required to be immobilised upon a
change of ownership. Public acceptance of the voluntary, and more recently, the compulsory
scheme has been high, particularly as there has been an associated decrease in recorded
vehicle thefts in recent years.
Figure 13 Vehicles stolen in Western Australia, July 1997 June 2001.

2,000
1,800
1,600
1,400
1,200
Thefts
1,000
800
600
400
Stolen Average Upper Control Limit Lower Control Limit
200
0
Jul-97
Sep-97
Nov-97
Jan-98
Mar-98
May-98
Jul-98
Sep-98
Nov-98
Jan-99
Mar-99
May-99
Jul-99
Sep-99
Nov-99
Jan-00
Mar-00
May-00
Jul-00
Sep-00
Nov-00
Jan-01
Mar-01
May-01
Month

Figure 13 shows that theft numbers in Western Australia have been reducing since April 1998
with this downward trend continuing through to the present. Given the timing of this reduction and
the fact that Western Australia was the only state to experience a prolonged reduction over this
timeframe (all other states reported an increase), one may be tempted to conclude that the
immobiliser scheme was a contributing factor in this declining theft trend.
Figure 14 Recovery rate of vehicles stolen in Western Australia, July 1997 June 2001.
100
90
80
Recoveries
70
60
Recovery % Mean Upper Control Limit Lower Control Limit
50
Jul-97
Sep-97
Nov-97
Jan-98
Mar-98
May-98
Jul-98
Sep-98
Nov-98
Jan-99
Mar-99
May-99
Jul-99
Sep-99
Nov-99
Jan-00
Mar-00
May-00
Jul-00
Sep-00
Nov-00
Jan-01
Mar-01
May-01
Month
This result is perhaps the strongest evidence for the value of placing similar schemes in other
Australian states. However, closer examination of the numbers reveals a more complex pattern of
influence that the scheme was probably responsible for.
Figure 14 shows the recovery rate of vehicles stolen between July 1997 and June 2001. It
demonstrated clearly that recovery rates have dropped from the average of 91.6% seen in the
July 1997 May 1998 period to 76.6% seen in the January 2001 June 2001 period suggesting
that professional thefts are becoming a more significant problem in Western Australia. What
appears likely to have happened is that opportunistic thefts are being significantly reduced by the
scheme making professional thefts a larger proportion of the total number of thefts and hence
lowering the recovery rate. In other words, it is likely that the scheme has successfully reduced
the level of opportunistic theft in the state but has had proportionately less impact on the level of
professional theft.
In analyzing the Western Australian data further, the following points and assumptions are noted:
Vehicles which already had an OEM immobiliser installed were derived in the same way
as that for all other states.
Vehicles which had a transfer of ownership recorded by the registration authorities after
June 1999 were assumed to have had an AS immobiliser installed.

If the vehicle already had a Non-Australian Standard immobiliser fitted, the legislation did
not require the owner to change to an Australian Standard immobiliser.
These changes were only made for passenger/light commercial vehicles manufactured
after 1974 in order to account for the 25-year rule.
Furthermore, the present study was not able to account for :
Vehicles fitted with immobilisers during the voluntary scheme, or

Vehicles fitted with an after-market immobiliser without transfer of ownership are not
accounted for.
The impact of these last two cases in this study is that they would be treated as having no
immobiliser. Thus, if they occurred in large numbers, they would artificially lower the theft rate of
the no-immobiliser group in this report and diminish the apparent size of any difference in theft
rate between immobilised and non-immobilised vehicles
Table 24 shows the change in the number of registered passenger/light commercial vehicles and
their immobiliser status. Unfortunately, registration data just before the commencement of the
immobiliser scheme (30/6/1999) was not available but the one for the end of 1999 shows just how
much of an increase there was over a one-year period. The number of vehicles with no
immobiliser has fallen significantly (21.3% or 178,585) and while some of these would have been
written off vehicles or vehicles that were wrecked due to their age, the majority were probably
vehicles that were sold and therefore had to have an immobiliser fitted.
Table 24 Passenger/light commercial vehicles registered in Western Australia by immobiliser

presence for vehicles registered at 31/12/99 and 31/12/00.
WESTERN AUSTRALIA
Registered at 31/12/99 Registered at 31/12/00 % change
No Immobiliser 840,173 662,365 -21.2
Immobilised AS 216,256 407,592 88.5
Immobilised Not AS 112,833 116,812 3.5
Total 1,169,262 1,186,769 1.5
Table 25 reveals that vehicles fitted with an Australian Standard Immobiliser that were
manufactured after 1991 were stolen at a significantly lower rate (27.5 thefts per 10,000
registrations) in Western Australian than those with a Non-Australian Standard Immobiliser (44.1),
and those with no immobiliser system fitted (34.9) (z = 6.97, p = .001).
When the same comparisons were done on vehicles manufactured in any year the results were
different. Vehicles with AS Immobilisers were significantly less likely to be stolen than vehicles
with no immobilisers (56.2 versus 109.9 respectively), but significantly more likely to be stolen
than vehicles fitted with a non-AS Immobiliser (46.1). A possible explanation for this difference is
that older vehicles that have immobilisers fitted may still be a reasonably soft target for thieves
who know how to bypass the system. There have been some examples where incorrect
installation of the immobiliser has resulted in reduced protection in some older vehicles. A search
of Western Australian newspapers revealed two articles that suggested older vehicles were still

vulnerable even after an immobiliser was fitted (The Sunday Times, March 28 1999 and April 4
1999).
Table 25 Passenger/light commercial vehicles stolen and recovered in Western Australia by

immobiliser presence for vehicles manufactured after 1991 and all vehicles, 2000.
WESTERN AUSTRALIA
Vehicles manufactured after 1991 Vehicles manufactured in all years
*
vehicles registered vehicles registered
No Immobiliser 734 86.8 34.9 7,282 86.4 109.9
Immobilised AS 692 91.3 27.5 2,291 93.2 56.2
Immobilised Not AS 515 88.0 44.1 538 86.1 46.1
Total 1,941 88.2 33.5 10,111 87.9 85.2
* Registration snapshot as at 31/12/00.
In order to assess whether the above explanation was responsible for the different theft rates of
vehicles immobilised under the scheme, rates were examined for vehicles that would not have
had an immobiliser if the scheme were not in operation. Table 26 clearly illustrates the
effectiveness of immobilisers in reducing theft, even if the vehicle is quite old. The cars least likely
to be stolen were vehicles that were manufactured with an Australian Standard Immobiliser fitted
as OEM (28.7 thefts per 10,000 registrations). Vehicles that were fitted with Immobilisers not
meeting Australian Standards were the next least likely to be stolen (46.1), followed by those that
had been fitted with an AS Immobiliser but would not have had one if there was no scheme
(73.8). In fact, these were still significantly less likely to be stolen than vehicles with no
immobiliser fitted (109.9) (z=2.68, p<.01) with the scheme in operation. Given that the mean age
of these two groups are quite similar adds to the evidence suggesting that immobilisers are
effective on older vehicles as well as their newer counterparts. There is no doubt that the older
vehicles are still more vulnerable than newer vehicles with immobilisers but the presence of an
immobiliser has still reduced the probability of it being stolen.
Table 26 Passenger/light commercial vehicles stolen in Western Australia by immobiliser

presence with and without the scheme, 2000.
If No Compulsory With the Compulsory Rate per 10,000

Stolen Mean Age
Scheme in Place Scheme in Place registered
No Immobiliser No Immobiliser 7,282 109.9 15.61
No Immobiliser AS Immobiliser 1,835 73.8 14.85
AS Immobiliser AS Immobiliser 456 28.7 1.69
Not AS Immobiliser Not AS Immobiliser 538 46.1 5.43
While it is difficult to imply the governments voluntary, and subsequent compulsory, immobiliser
legislation was the cause of Western Australias dramatic reduction in thefts, it must clearly be
one of the major contributing factors. It is also clear that Western Australias immobiliser laws
have produced a disproportionately large impact on opportunistic theft resulting in a decline of
recovery rates during this period. For Western Australia to have a comprehensive approach to the
problem of vehicle theft the numbers suggest that a program that targets professional theft would
be the component that is currently missing. While the Western Australian compulsory immobiliser

scheme puts Western Australia ahead of the rest of the country in the fight against opportunistic
theft, they now need to also ensure they implement strategies designed to combat professional
theft. The incorporation of a wrecks register would be a good first step in the war on professional
theft. Together with a recent moves by many manufacturers (eg. BMW, HSV, Mitsubishi, Ford
and Porsche) to begin using microdot based component identification systems and NMVTRC
initiatives with the development of self voiding compliance labels, and nationally integrated
information systems life for professional vehicle thieves across Australia will become considerably
more difficult. In Western Australia, however, the current evidence suggests that life already
becoming harder for the opportunistic car thief.
Another important fact that this study has supports is the idea that even older vehicles can have
their security enhanced by the fitting of an immobiliser. While the Western Australian data
suggests that there may exist some limited problems relating to the quality of the installation of
immobilisers in older vehicles, the probability of theft amongst older vehicles is greatly reduced by
the presence of an immobiliser.

Section 10: Conclusions
This study provides clear evidence that immobilisers are very effective mechanisms for reducing
the risks of a vehicle being stolen within the Australian vehicle fleet. The data supports the theory
that vehicles with immobilisers are much less likely to be stolen than their non-immobilised
counterparts. The notion that immobilisers reduce opportunistic theft but have less impact on
professional theft is, however, borne out by the fact that rates of theft for immobilised vehicles are
lower in states that do not have a large level of professional theft. This finding should provide a
stimulus for all stakeholders to work together to develop additional strategies targeting
professional theft. In NSW, and sometimes Victoria, theft rates for immobilised vehicles were
significantly higher than in other states where recovery rates were higher indicating less
professional theft. This hypothesis was also supported by the recovery rates reported in Western
Australia since the compulsory scheme came into effect.
The data also demonstrate that most of the systems that meet the Australian Standards (ie.
Encrypted, Encrypted Radio Remote and Read Only) are the best deterrents to theft with rates
of theft for these vehicles being significantly lower than vehicles with other types of immobilisers.
It appears that systems that have a Timed Override, Radio Remote or Ignition Dependent provide
less protection. However, it is important to note that these systems still out-perform those with no
immobiliser system but do not have an influence as big as those that meet Australian Standards.
Examination of the South Australian data relating to how immobilised vehicles were stolen
revealed a similar pattern of results. Using a rule of thumb that states, if over 50% of recorded
thefts were executed with keys then the system can be regarded as resistant to defeat, then the
three systems (Encrypted, Encrypted Radio Remote and Read Only) emerge as the most
secure immobilisers. Similarly, the other four systems examined emerge as immobilisers had less
than 50% of their thefts executed by access to keys meaning that defeating the system was
probably possible.
Inspection of theft rates for particular models did not present a very clear picture. For some
models the benefit was clear (eg. BMW 3 Series, Honda Civic, HSV and Toyota Lexcen) with
rates dropping below expected levels after the immobiliser was introduced. For others it was
difficult to see any real effect of the immobiliser system (eg. Hyundai Sonata, Toyota Celica and
Ford Falcon) and it is likely there were many other factors influencing their theft rates.
It is clear that immobilisers, and particularly those that meet the current Australian Standard are
very effective theft deterrents for many opportunistic and some professional offenders.
Furthermore, all jurisdictions should closely monitor Western Australias example and consider
adopting a compulsory immobiliser scheme in an attempt to reduce vehicle theft in a meaningful
way.
Report Release Date: 18th October 2001
This report has been prepared using data from the National CARS Project. The NMVTRC and the CARS Project
gratefully acknowledges the support of all police services, registration authorities and participating insurers for the
supply of their data. We also thank the Federal Chamber of Automotive Industries for access to VFACTS data
and both Polk Autospec and NRMA Insurance for their detailed vehicle specification data.

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ENGINE IMMOBILISERS: HOW EFFECTIVE ARE THEY?

Robert Potter and Paul Thomas1,

Engine Immobilisers: How Effective Are They? 1

Engine Immobilisers: How Effective Are They? 2

The rest were classified as immobilised, but not to Australian Standards.

Engine Immobilisers: How Effective Are They? 3

Engine Immobilisers: How Effective Are They? 4

Engine Immobilisers: How Effective Are They? 5

Theft rate 23.4 per 10,000 registrations.

State Stolen Recovered*

Engine Immobilisers: How Effective Are They? 6

Year of manufacture Stolen Recovered*

2000 333 16.9 233 70.0

Total 1,969 100.0 1,311 66.6

Engine Immobilisers: How Effective Are They? 7

Engine Immobilisers: How Effective Are They? 8

Engine Immobilisers: How Effective Are They? 9

Engine Immobilisers: How Effective Are They? 10

Age based expected rate

Engine Immobilisers: How Effective Are They? 11

Engine Immobilisers: How Effective Are They? 12

Engine Immobilisers: How Effective Are They? 13

Engine Immobilisers: How Effective Are They? 14

Theft rate 29.8 per 10,000 registrations.

Table 6 Vehicles with a Read only immobiliser by state stolen.

State Stolen Recovered*

Engine Immobilisers: How Effective Are They? 15

Year of manufacture Stolen Recovered*

2000 113 9.7 65 57.5

Total 1,167 100.0 756 64.8

Engine Immobilisers: How Effective Are They? 16

Thefts of Honda Civics as shown in Figure 6 clearly demonstrate the effectiveness of

Age based expected rate

Engine Immobilisers: How Effective Are They? 17

Engine Immobilisers: How Effective Are They? 18

Theft rate 34.7 per 10,000 registrations.

Table 9 Vehicles with an Encrypted - Radio Remote immobiliser by state stolen.

State Stolen Recovered*

Engine Immobilisers: How Effective Are They? 19

Year of manufacture Stolen Recovered*

2000 176 26.3 99 56.3

Total 670 100 416 62.1

Engine Immobilisers: How Effective Are They? 20

Engine Immobilisers: How Effective Are They? 21

Engine Immobilisers: How Effective Are They? 22

Engine Immobilisers: How Effective Are They? 23

Theft rate 41.5 per 10,000 registrations.

Table 12 Vehicles with an Ignition Dependent immobiliser by state stolen.

State Stolen Recovered*

Table 13 Vehicles with an Ignition Dependent immobiliser by year of manufacture of the

Year of manufacture Stolen Recovered*

Total 606 100.0 414 68.3

Engine Immobilisers: How Effective Are They? 24

Engine Immobilisers: How Effective Are They? 25

Theft rate 45.0 per 10,000 registrations.

State Stolen Recovered*

Table 16 Vehicles with a Timed Override Ignition Dependent immobiliser by year of

Year of manufacture Stolen Recovered*

Total 1,490 100.0 967 64.9

Engine Immobilisers: How Effective Are They? 26

Engine Immobilisers: How Effective Are They? 27

Theft rate 48.4 per 10,000 registrations.

Table 18 Vehicles with a Radio Remote immobiliser by state stolen.